ATC Transponder and ACAS Ground Testing · ATC Transponder and ACAS Ground Testing Paul HOPFF –...

ATC Transponder and ACAS Ground Testing

Paul HOPFF – DGO/ATS December 18th, 2009 – Page 1


Paul HOPFF – Attaché DGO/ATSSteenokkerzeel, November 29th, 2007

Update - 18-DEC-2009

ATC Transponder & ACAS Ground Testing

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Agenda

� Introduction� Mode S transponder & ACAS basics.� Radar Environment – Brussels Airport.� ATC use of transponder replies.� Transponder « Nuisance »

� Transponder /ACAS Testing precautions.




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Keywords for today:

TRANSPONDER TEST

AWARENESS

SAFETYSAFETY


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Aircraft Environment




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SSRRADAR




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Transponder Power Off/On and Standby Status


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Mode of operation of ATC transponders

Check modes of

operation on your

aircraft!




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Mode of operation of ATC transponders

Check differences between

“AUTO” and “ON” modes on

your aircraft!

Do not mix up “STBY” modes

from XPDR and ACAS!


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“Airborne” vs “on-Ground” Status

� A (Mode S) transponder is either- Declared “on-the-ground”; OR

- Declared “airborne”

� Declaration of the status is either- Automatic (i.e. landing gear squat switch); OR

- Manual (pilot action – different cases: check on your a/c!)

� Transponder “behaviour” is dependent of the declared status:- Transmission of periodic squitters

- Replies to interrogations




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Transponder transmissions on ground (1)

� When the Mode S transponder is switched on and not in the stand-by mode and in the “on-the-ground” status, only all call transmissions are inhibited.

� Squitter messages will continue to be transmitted to be used by other systems like multi-lateration systems.

� Mode S transponders shall always reply to selective interrogations (24 bits Mode S address) e.g. to acquire the aircraft call sign or Mode 3A.)


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Transponder transmissions on ground (2)




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Transponder antenna selection


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“Antenna diversity protocol”?

� ICAO Annex 10 - Volume IV – Chapter 3:- 3.1.2.10.4.3 Antenna selection. Mode S transponders equipped for diversity

operation shall have the capability to evaluate a pulse sequence simultaneously received on both antenna channels to determine individually for each channel if the P1 pulse and the P2 pulse of a Mode S interrogation preamble meet the requirements for a Mode S interrogation as defined in 3.1.2.1 and if the P1 pulse and the P3 pulse of a Mode A, Mode C or intermode interrogation meet the requirements for Mode A and Mode C interrogations as defined in 3.1.1.

- … the antenna at which the signal strength is greater shall be selected for the reception of the remainder (if any) of the interrogation and for the transmission of the reply.

� ARINC 718A:- squitter transmissions should occur alternately out the top/bottom antennas

when the aircraft is airborne, and out the top antenna only, when the aircraft is on-the-ground.




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Use of Mode A/C/S Radar at EBBR


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Bertem (Mode S)




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“ASR9”

Primary + Secondary

(Mode A/C)

“MSSR”

Secondary

(Mode A/C)

“NOVA”

Primary

(“Ground Radar”)

CURRENT SITUATION

(= subject to changes!)


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Mode S Multi-lateration




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Operation of transponders on ground - EBBR

� Aircraft operators intending to use EBBR shall ensure that the Mode S transponders are able to operate when the aircraft is on the ground.

� Pilots shall: - Select XPNDR or the equivalent according to specified installation, AUTO mode

if available, not OFF or STBY, and assigned Mode A code: � From the request for push back or taxi whichever is earlier. � After landing, continuously until the aircraft is fully parked on stand. � Whenever the aircraft is capable of reporting aircraft identification (i.e. call-

sign used in flight), the aircraft’s identification should also be entered from the request for push back or taxi whichever is earlier (through the FMS or the Transponder Control Panel). Air crew must use the ICAO defined format for entry of the aircraft identification, as specified in item 7 of the ATC FPL (e.g. DAT123, VEX6380,…).

� To ensure that the performance of systems based on SSR frequencies (including airborne TCAS units and SSR radars) is not compromised, TCAS should not be selected before receiving clearance to line up. It should then be deselected after vacating the runway.

� For aircraft taxiing without flight plan, Mode A code 2000 should be selected.

[Ref. AIP]


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� Sensors to take into account:- ASR9 + MSSR (Mode A/C)

- Bertem (Mode S)

� Users:- EBBR Tower

- CANAC (Approach + ACC)

- MUAC (Maastricht) – Reims ACC!

- Overflying aircraft (TCAS)!

� Multi-lateration (Mode S)- Used by EBBR Tower for tracking on ground only

Different altitude “slices”!




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Functional test of transponder installations

� Test requirements in Belgium (BCAA):- Yearly test of transponder installations i.a.w. Appendix F of

FAR Part 43.

- In addition: check Mode C information against pressure altitude as shown to the pilot.

[Ref. CIR/EQUIP-04]

� Test “requirements” for ATC:- Avoid any nuisance during the test(s)!- No (Belgian) guidance publication.

- UK CAA: Leaflet 9-5 (contained in CAP562)


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Example of “nuisance” (1)

Buildings 117d and 117




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Occurrence report from Eurocontrol Maastricht (MUAC):


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Pressure altitude - Aircraft under Test

0

5000

10000

15000

20000

25000

30000

35000

16:55:12 17:02:24 17:09:36 17:16:48 17:24:00 17:31:12 17:38:24 17:45:36

Time of Day

Mod

e C

cod

e - P

ress

ure

altit

ude

(ft)




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A controller’s view

Example experienced at Maastricht UAC

Source : Eurocontrol Maastricht (MUAC)


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DATE: 30 June 2006

NUMBER OF TRACKS: 4,806

ONLY CORRELATED TRACKS

blue lines: traffic FL 240-340

red lines: traffic FL 340

and above

One day of traffic





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Radar Screen Shots



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Brussels Airport





Paul HOPFF - 29Source : Eurocontrol Maastricht (MUAC)








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Interactions with TCAS

� A ground operated transponder may trigger a nuisance advisory on a TCAS equipped aircraft operating in the close vicinity.

� If the ground target is providing altitude data the TCAS logic should declare the aircraft to be on the ground and ought not to generate an advisory.

� If no altitude data is provided the TCAS will generate a TA if the threat criteria are met.

- TA: Traffic Advisory

� If the ground is providing altitude data other than surface altitude, as may happen with a defective altitude encoder, or if a test pressure is being applied to the altitude encoder, the TCAS may generate both a TA and a RA if the threat criteria are met.

- RA: Resolution Advisory




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Aircraft with Transponder

“under test”

TCAS alerts inhibited

“Climb, climb, climb!”


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Nuisance advisories may be caused to any TCAS

equipped aircraft flying in the vicinity of transponders

which are being tested.

This may also include aircraft passing overhead at

medium or even high altitudes!

The ‘bottom’-line:




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Agenda

� Introduction� Mode S transponder & ACAS basics.� Radar Environment – Brussels Airport.� ATC use of transponder replies.� Transponder « Nuisance »

� Transponder /ACAS Testing precautions


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UK CAA Recommendations

� When not required ensure that transponders are selected to ‘OFF’ or ‘Standby’.

� For transponders under test, when equipped for altitude reporting, set the control unit to ‘Mode A/C’ and select Altitude Reporting ‘ON’.

� Where possible, carry out testing inside a hangar to take advantage of any shielding properties it may provide.

� Always use the antenna transmission absorption covers when these are provided with the test set.

� When testing mode C operation which require the altitude to be increased, radiate directly into the ramp test set via the prescribed attenuator.

� In between test parameters, select the transponder to the ‘Standby’ mode.

� The simulation of TCAS operation by the radiation from an antenna located on, or remotely based from a workshop, is not permitted.




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UK CAA Recommendations

� Air Traffic Control Units may be advised when testing is to be carried out if it is considered that there is a possibility of nuisance advisories being caused by the activity due to its proximity to operational runways.

CAUTIONEven if ATC has been advised, it does not relieve

you of the FULL RESPONSIBILITY for

the proper conduct of the test !!!


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EASA Recommendations

� 14 MAINTENANCE

� 14.1 Maintenance testing of altitude reporting transponders should be suitably screened to minimise the risk of nuisance traffic or collision resolution advisories in operating aircraft. When performing transponder testing which involves the use of the altitude changes, it is advisable to ensure the transponder is in ‘standby’ or ‘off’ whilst the air data system is set to the required altitude. The transponder should only be operated during the testing phase to minimise the risk of interference with other aircraft. Following completion of the testing, the transponder should be returned to ‘standby’ or ‘off’. The air data system may then be returned to atmospheric pressure.

Note: Before performing any transponder testing involving altitude changes the local Air Traffic Controller should be contacted and a ‘safe test altitude(s)’ agreed.

[Ref. EASA AMC 20-13] Virtually impossible at EBBR…




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Test-sets

Directional antenna

Antenna Shield

(absorption cover)


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Test-set Manual




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Test-set Manual


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Need for tests at various altitudes?

� Tests with the aircraft “declared airborne” are most delicate.

- Cannot we limit the number and duration of these tests?

� “Measure the automatic pressure altitude at the output of the installed ATC transponder when interrogated on Mode C at a sufficient number of test points to ensure that the altitude reporting equipment, altimeters, and ATC transponders perform their intended functions as installed in the aircraft. The difference between the automatic reporting output and the altitude displayed at the altimeter shall not exceed 125 feet.”[Ref. Appendix E to FAR Part 43 — Altimeter System Te st and Inspection]

� How many ‘test points’?

- Discussion

- Dependent of aircraft system architecture!(i.e. Airbus A320: 1 test point)




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Aircraft systems architectures

� Purpose of the test:- Verify proper operation of the sensor used for pressure altitude.- Verify connection between sensor and transponder.- Verify proper operation of transponder.

� Discuss matter with aircraft OEM and your airworthiness authority!

Blind Encoder

Transponder

Digital Air Data Computer

Transponder

Gilham Encoding ARINC 429


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Gilham coding – integrity check.




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Conclusions

� CAUTION is required when performing Transponder and/or ACAS tests!

� All involved persons should be made aware of the potential risks for ATC and other aircraft!

� Tests are preferably to be conducted in a shielded environment (hangar with closed doors).

� If not possible, all precautions should be taken to avoid any interrogation of the aircraft under test by other aircraft or ATC radars!

� Follow instructions given in the test-set manual!

� Test sequence should be optimised in order to reduce test duration.

� Belgocontrol requests to use Mode A code “7776” for transponder tests (“2000” as second code if 2 codes are required)!


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Questions?

Contact: Paul HopffContact: Paul [email protected][email protected]




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